UNIVERSITI PUTRA MALAYSIA DEVELOPMENT OF CONTROL STRATEGY OF ELECTRONIC CONTROL UNIT FOR COMPRESSED NATURAL GAS DIRECT INJECTION ENGINE

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1 UNIVERSITI PUTRA MALAYSIA DEVELOPMENT OF CONTROL STRATEGY OF ELECTRONIC CONTROL UNIT FOR COMPRESSED NATURAL GAS DIRECT INJECTION ENGINE MOHD KHAIR HASSAN FK

2 DEVELOPMENT OF CONTROL STRATEGY OF ELECTRONIC CONTROL UNIT FOR COMPRESSED NATURAL GAS DIRECT INJECTION ENGINE MOHD KHAIR HASSAN Thesis Submitted to the School of Graduate Studies,, in Fulfillment of the Requirements for the Degree of Doctor of Philosophy May 2011

3 Abstract of thesis submitted to the Senate of in fulfillment of the requirements for the degree of Doctor of Philosophy DEVELOPMENT OF CONTROL STRATEGY OF ELECTRONIC CONTROL UNIT FOR COMPRESSED NATURAL GAS DIRECT INJECTION ENGINE By Chairman Faculty MOHD KHAIR HASSAN May 2011 : Associate Professor Ishak Aris, PhD : Engineering This research is focused on the development of a new control strategy for compressed natural gas (CNG) engine with direct injection system known as CNGDI. The CNGDI engine implements; central direct injection, 40kV individual spark plug, 20 bars pressure CNG at common rail, compression ratio of 14 and a dedicated electronic control unit (ECU). This thesis presents the simulation results of single cylinder and four-cylinder, experimental results and the objective oriented control strategy scheme for CNGDI engine. Prior to experimental exercises, the potential of CNGDI was examined by simulating the engine performance using Lotus Simulation Engine (LSE). The single cylinder engine model was developed and validated experimentally. Then four models of four-cylinder engine were developed. The effect of compression ratio of four engine models with different fuel and injection method was studied and observed. The four models are; petrol with port injection (PI) and compression ratio (r c ) equivalent to 10, ii

4 CNGPI with r c equivalent to 10, CNGPI with r c equivalent to 14 and CNGDI with r c equivalent to 14. The CamPro 1.6 liters was selected as the basis for CNGDI engine. Thus, aforementioned to model validation process, the engine geometry of CNGDI model was verified with CamPro 1.6 liters petrol fuelled engine controlled by original equipment manufacturer (OEM) ECU. It was confirmed with a third party universal ECU. The CNGDI four-cylinder engine model was verified experimentally. The influenced of ignition, injection and lambda (λ) was studied on single and four-cylinder engine. An objective-based control strategy scheme was developed for CNGDI engine. It was constructed using two stage regression technique from the engine mapping data. The torque and brake specific fuel consumption was modeled from this technique to envelop the strategy scheme. The models provide flexibility for multiple responses over the input space. Finally, comparison study was carried out between CNGDI, CNGPI and CamPro 1.6 liters to grant the potential of CNGDI engine. In terms of brake power, the CNGDI engine produces kw higher than CNGPI engine but 2.82 kw lower than CamPro engine at all over speed range. The maximum brake power for CNGDI engine is 74 kw. The maximum brake torque for CNGDI engine is 124 Nm. At all over engine speed range it produces 26.5 Nm higher than CNGPI but 13 Nm lower than CamPro engine. In conclusion, the simulation results and experimental results with the developed control strategy have shown positive prospective of CNGDI engine as one of the alternative engine towards greener environment. iii

5 Abstrak tesis yang dikemukakan kepada Senat sebagai memenuhi keperluan untuk ijazah Doktor Falsafah PEMBANGUNAN STRATEGI KAWALAN BAGI UNIT KAWALAN ELEKTRONIK UNTUK ENJIN SUNTIKAN TERUS GAS ASLI TERMAMPAT Oleh Pengerusi Fakulti MOHD KHAIR HASSAN Mei 2011 : Profesor Madya Ishak Aris, PhD : Kejuruteraan Kajian ini memberi fokus kepada satu pembangunan baru bagi strategi kawalan sebuah enjin gas asli termampat (CNG) dengan menggunakan sistem suntikan terus dikenali sebagai CNGDI. Enjin CNGI menggunakan; suntikan terus berpusat, palam pencucuh individu 40kV, rail serata tekanan CNG pada 20 bar, nisbah mampatan 14 dan sistem kawalan elektronik (ECU) tersendiri. Tesis ini mempersembahkan keputusan simulasi bagi satu silinder dan empat silinder, keputusan ekperimen bagi satu silinder dan empat silinder dan skim kawalan strategi berteraskan objektif bagi enjin CNGDI. Sebelum experimen dijalankan, potensi CNGDI telah diuji dengan menjalankan simulasi bagi prestasi enjin menggunakan perisian Lotus Simulation Engine (LSE). Model enjin satu silinder telah dibangunkan dan disahkan secara eksperimen. Kemudian empat model simulasi empat silinder direkabentuk. Kesan nisbah mampatan bagi kesemua empat model yang berbeza bahan bakar dan teknik suntikan telah diperhatikan dan dipelajari. Empat model tersebut adalah; petrol dengan iv

6 suntikan liang (PI) dan nisbah mampatan (r c ) bersamaan dengan 10, CNGPI dengan r c bersamaan dengan 10, CNGPI dengan r c bersamaan dengan 14 dan CNGDI dengan r c bersamaan dengan 14. Satu enjin CamPro 1.6 liter telah dipilih sebagai asas kepada enjin CNGDI. Oleh itu, sebelum model disahkan, geometri enjin diverifikasikan dengan CamPro 1.6 liter yang dikawal oleh ECU dari peralatan pengeluar asli (OEM). Ia juga disahkan dengan menggunakan ECU universal pihak-ketiga. Model enjin empat silinder CNGDI telah disahkan secara eksperimen. Pengaruh pencucuhan, suntikan dan lambda (λ) telah diselidik bagi enjin satu dan empat silinder. Satu skim kawalan strategi berteraskan objektif telah dibangunkan untuk enjin CNGDI. Ia dibentuk dari pemetaan data eksperimen yang menggunakan teknik regresi dua aras. Daya kilas dan penggunaan bahanapi spesifik dimodelkan dari teknik ini untuk merangkumi skim strategi. Model ini menyediakan kebolehsuaian sambutan pelbagai ruang masukan. Akhir sekali, satu perbandingan prestasi telah dijalankan antara CNGDI, CNGPI dan CamPro 1.6 liter untuk menentukan potensi sebenar enjin CNGDI. Dari segi kuasa brek, enjin CNGDI menghasilkan kw lebih tinggi dari CNGPI tetapi 2.82 kw lebih rendah dari CamPro pada semua kelajuan enjin. Kuasa brek maksima bagi CNGDI enjin adalah 74 kw. Daya kilasan brek bagi CNGDI adalah 124 Nm. Pada semua kelajuan enjin ia menghasilkan 26.5 Nm lebih tinggi dari CNGPI dan 13 Nm lebih rendah dari enjin CamPro. Sebagai kesimpulan, keputusan simulasi dan eksperimen dengan pembangunan strategi kawalan telah menunjukkan prospektif positif CNG sebagai alternatif enjin dalam menuju persekitaran hijau. v

7 ACKNOWLEDGEMENTS Bismillahhirrahmannirrahim. In the Name of Allah, the Most Beneficent, the Most Merciful. My heartfelt thank goes to my supervisor, Associate Professor Dr. Ishak Aris. I sincerely believed that this work would not have existed without his inspirations. His constant encouragements, intuitive wisdoms and resolute leadership were instrumental in completing this work. A special thank goes to all my supervisory committees; Associate Professor Dr. Senan Mahmod and Associate Professor Dr. Roslina Sidek, who have always given fruitful ideas during the course. Their guidance and supports made this work possible. I am indebted to the Compressed Natural Gas Direct Injection Engine and Transmission Program which had provided the opportunity to work and gain immeasurable experience in advanced automotive industry. I believed the program has successfully initiated a solid mutual understanding of various researchers from various universities. I would like to thank to all CNGDI members especially to Khairul Nizam, Nik Anis Alina, Dr. Ibrahim from ECU group for their valuable suggestions and friendly chats during my studies. I am forever indebted to them. There were many days during two years of calibration and tuning experimental stage that I found myself working innumerous hours in the engine dynamometer laboratory. The laboratory became my second home, meanwhile Muhammad Redzwan Umar, Dr. Md.Abul Kalam and Sulaiman Ariffin became my family. I want to thank them for their willingness to help with any problems that arose and I wish them all the best. A special thank also goes to Waiz and Yuli, the two most experienced and handy technicians which were very helpful during dynamometer engine setting-up. I am also gratefully acknowledged the financial support of the Jabatan Perkhidmatan Awam Malaysia, who had provided a scholarship of Skim Latihan Akademik Bumiputra vi

8 (SLAB) and for the opportunity of pursuing my degree. A special thank to Ministry of Science of Technology and Innovation for providing the research grant under the project entitled: CNG/DI Engine and Transmission: Development of Electronic Control Unit and Its Diagnostic Kit with project number: IRPA PR And finally, my ultimate thank goes to my loving wife Nor Nadiah Abdul Karim Shah, who had encouraged and stood by my side all these years with our energetic kids, Muhammad Iman and Mia Sarah. Thank you so much. This thesis is dedicated to my late mother, Allahyarhamah Hjh Maimunah Bte Hj. Wan, who had encouraged all my ambitions since I was little kid. To my late father Allahyarham Hj. Hassan B. Ali and to all my brothers and sisters, who had always given morale supports throughout my study. Alhamdulillah, I have accomplished my PhD journey, finally! Wassalam. vii

9 I certify that a Thesis Examination Committee has met on 5 th May 2011 to conduct the final examination of Mohd Khair Hassan on his Degree of Doctor of Philosophy thesis entitled Development of Control Strategies of Electronic Control Unit for Compressed Natural Gas Direct Injection Engine in accordance with the Universities and University Colleages Act 1971 and the Constitution of the [ P.U.(A) 106 ] 15 March The Committee recommends that the student be awarded the Degree of Doctor of Philosophy. Members of the Thesis Examination Committee were as follows: Samsul Bahri, PhD Associate Professor Faculty of Engineering (Chairman) Norman Mariun, PhD Professor.Ir Faculty of Engineering (Internal Examiner) Abdul Rahman Ramli, PhD Associate Professor Faculty of Engineering (Internal Examiner) Masjuki Hj.Hassan, PhD Professor Department of Mechanical Engineering Faculty of Engineering Universiti Malaya (External Examiner) BUJANG KIM HUAT, PhD Professor and Deputy Dean School of Graduate Studies Date: viii

10 This thesis was submitted to the Senate of and has been accepted as fulfillment of the requirements for the degree of Doctor of Philosophy. The members of the Supervisory Committee were as follows: Ishak B. Aris, PhD Associate Professor Faculty of Engineering (Member) (Chairperson) Senan Mahmod, PhD Associate Professor Faculty of Engineering (Member) Roslina Sidek, PhD Associate Professor Faculty of Engineering (Member) HASANAH MOHD GHAZALI, PhD Professor and Dean School of Graduate Studies Date: ix

11 DECLARATION I declare that the thesis is my original work except for quotations and citations which have been duly acknowledged. I also declared that it has not been previously, and is not concurrently, submitted for any other degree at or at any other institutions. MOHD KHAIR HASSAN Date: 5 th May 2011 x

12 TABLE OF CONTENTS ABSTRACT ABSTRAK ACKNOWLEDGEMENTS APPROVAL 1 TABLE OF CONTENTS DECLARATION LIST OF TABLES LIST OF FIGURES LIST OF ABBREVIATIONS LIST OF SYMBOLS CHAPTER 1 INTRODUCTION 1.0 Introduction Problem statements Research objectives Scopes of research Research contributions Thesis outline 9 2 LITERATURE REVIEW ii iv vi viii xi x xv xvii xxii xxiv 2.0 Introduction Codes and standards of CNG vehicles Motivation of CNG vehicles development Emission reduction requirements Potential of natural gas vehicles in Malaysia CNG vehicles: advantages and disadvantages Direct injection engine Overview of CNGDI engine research Development of CNGDI engine 25 xi

13 2.5.1 CNGDI diesel cycle engine CNGDI spark-ignition engine development CNGDI engine development and research in Malaysia CNGDI direct injection characteristics Electronic control unit (ECU) Engine mapping and calibration Two-stage regression of mixed effect Summary 53 3 METHODOLOGY AND EXPERIMENTAL PROCEDURES 3.0 Introduction The overview of CNGDI engine simulation model Single cylinder model Experimental for single-cylinder CNGDI engine Modelling of four-cylinder of CNGDI Overview of experimental work for CNGDI engine Experimental setup for multicylinder CNGDI engine Experiment apparatus CADETV12 control and data-logging system (V12 CDS) CNG metering and pressure regulator system MoTec M CNGDI harness design Component verification Experimental procedures Performance test Engine calibration of emission test The Summary of engine calibration Developing control strategy of CNGDI engine Two-stage modeling for CNGDI engine technique Method of data collection for two-stage modeling Constructing the regression model of CNGDI engine 89 xii

14 3.12 Performance analysis Summary 96 4 RESULTS AND DISCUSSION 4.0 Introduction Single cylinder analysis of CNGDI engine SCRE calibration SCRE testing: homogeneous and stratified piston crowns Model validation: homogenous (experiment) and simulation. 4.2 Modelling and geometry validation of multicylinder engine Model validation- CamPro 1.6 litre with petrol Four engine models for validation and comparison- simulation 4.3 Engine calibration and tuning Influence of ignition timing Influence of injection timing Influence of dwell time Exhaust gas concentrations at exhaust manifold NOx concentrations HC concentrations CO concentrations The development of control strategy for CNGDI engine Development of H1-MODE model Development of S-MODE model Model validity Control strategy implementation Engine performance at WOT of CNGDI engine Full calibration of torque and power for CNGDI engine Comparison study of engine performance: CNG (DI, PI) and 162 CamPro 1.6 xiii

15 4.6.3 Comparison study of emission: CNG DI and CamPro CO2 emission Summary CONCLUSION AND RECOMMENDATIONS 5.0 Introduction Conclusion 167 REFERENCES 5.2 Recommendation 169 APPENDIX 2.1: EMS700 APPENDIX 2.2: List of CNGDI Works Worldwide 184 APPENDIX 3.1: CNGDI Engine and Specification 185 APPENDIX 3.2: Injector Specification 186 APPENDIX 3.3: Spark Plug Specification 187 APPENDIX 3.4: Fuel System Configuration 188 APPENDIX 3.5: Engine Mapping and Calibration Tables 189 APPENDIX 3.6: CNGDI Harness Design 190 APPENDIX 3.7: M800 Wiring 191 APPENDIX 3.8: Lambda Wiring Diagram 192 APPENDIX 4.1: Simulation Data 193 APPENDIX 4.2: Simulation Data (cont...) 194 APPENDIX 4.3: CNGDI at 3000 rpm for MBT (Eng-of-Injection: ) 195 APPENDIX 4.4: CNGDI at 3000 rpm for MBT (Eng-of-Injection: ) 196 BIODATA OF STUDENT 197 APPENDIX A: List of Publications xiv